Power-transmitting device for motor vehicles



Jan. 25, 19276 1";615,61 3 f J. 5. BROWN POWER TRANSMITTING DEVICE FORMOTOR VEHICLES Fild July 15, 1922 s Sheets-Sheet 1 \NvENTdR ma.ATTORNEYS Jan. 25, 1927., ,6 5,613

J, 5. BROWN POWER TRANSMITTING DEVICE FOR MOTOR VEHICLES Filed July 15,1922' 3 Sheets-Sheet 3 A I 440 7 2 30 q I /0 /0 5 ;:5: a

J fl er 1; k 6/ 62 39 59 40 \NYENTOR 33 ATTORNEY Jan. 25, 1927.

J. 8. BROWN POWER TRANSMITTING DEViCE FOR MOTOR VEHICLES s Sheets-Shet 3Filed July 15, 1922 5 Y E m m. T

Patented Jan. 25, 1927.

JULIAN S. BROWN, OF SYRACUSE, NEW YORK.

POWER-TRANSMITTING DEVICE FOR MOTOR VEHICLES.

Application filed July 15,

This invention relates to a variable speed power transmission gearingfor motor vehicles and analogous uses by which rotary motion istransmitted from the crank shaft of the engine to a coaxial driven shaftthrough the medium of a friction clutch and gearing of the slidingselective type and refers more particularly to the manner of supportingand operating the clutch shifting means.

The main object is to secure greater efficiency, durability, ease ofoperation and economy in the manufacture of devices of this character byconstructing the various parts in more compact relation so that theentire unit may be installed in the machine in relatively smaller spacethan has heretofore been practiced.

In other words, I have sought to bring the clutch mechanism and geartransmission into closer axial relation and thereby to shorten theirrespective shaft sections for the purpose of reducing torsional strainsand vibrations under heavy loads and high speeds and otherwiseincreasing the general sturdiness and efficiency of operation of theentire unit.

One of the specific objects is to balance the clutch mechanism in suchmanner as to reduce the vibration to a minimum, particularly under highspeeds, and at the same time to obtain a more uniform frictional contactbetween the clutch faces of the several disks throughout their areas andalso to reduce the weight of the clutch as a whole to enable it to beshifted with less power than has heretofore been required.

A. further object is to operate the clutch against the action of itsengaging springs through the medium of a lever having center-pointcontacts with diametrically opposite sides of the clutch shifting sleeveto prevent binding of said sleeve upon its ways or bearings particularlyin releasing the clutch.

Other objects and uses relating to specific parts of the device will bebrought out in the following description:

In the drawings:

Figure 1 is a top plan partly in section of the power transmittingmechanism embodying the various features of my invention,

the parts being shown in their neutral positions.

Figure 2 is an enlarged longitudinal vertical sectional view taken online 2-2, Figure 1.

Figure 3 is a transverse vertical sectional 1922. SeriaI No. 575,283.

quence from front to rear as a unitary article of manufacture ready forinstallation in the machine by simply bolting the gear case to the rearend of the frame and connecting the rear end of the spline shaft ofthetransmission gearing to the shaft section, which leads to thedifferential gearing.

Clutch mechanism.

The clutch mechanism comprises a flywheel -1 adapted to be secured bybolts -2 to the rear end of the crank-shaft of the engine (not shown)coaxial therewith and provided with an internal spline-ring 3 detachablysecured thereto by bolts 4-, said spline-ring being provided with acircumferential series of internal ribs or splines 5- arranged inuniformly spaced relation circumferentially about the axis of the wheel1 for interlocking engagement with the notched peripheries of a seriesof metal friction disks 6.

A spline wheel 7 is secured to the front tapered end of a shaft section-8 coaxial with the tiy-wheel 1- and within the spline-ring -3 forrotation relatively thereto and is provided with peripheral splines 9also arranged in uniformly spaced relation circumferentially forinterlocking engagement with a series of internally notched fiber disks10, alternating with the metal disks 6- for frictional engagementtherewith.

The rear end of the fiy-wheel 1- is chambered to receive spline-ring 3and spline-wheel 7- and also theseveral disks 6- and -10-, which areconcentric with the axis of the shaft 8 between the parts 3 and and arenormally pressed together in frictional contact by means of an annularflange 1l on the spline-wheel Z and an axiall movable pressure plate -12coaxial with the wheel -7 at the rear end thereof.

This pressure plate is provided with a series of studs or pins -l3rigidly secured thereto in uniformly spaced relation circumferentiallyaround the axis of the wheel 7 and shaft 8 and extended forwardlythrough guide openings in the rear end wall of the wheel -7, which iscup-shaped and arranged with its openend facing forwardly so that thefront ends of the studs or pins 13 may project into the interveningspace.

Each stud is surrounded by a conical spiral spring -14 having its largerend seated against the rear end wall of the wheel 7- and its smaller endprojecting forwardly to bear against a suitable stop pin or shoulder 15on the corresponding end of the stud or pin so that the wheel 7 containsa plurality of these coil springs 14 (one for each stud -l3) arranged inuniformly spaced relation circuniferentially around the axis of theshaft S-'and wholly within the periphery of the wheel 7- and mainly intransverse alinenient with the friction disks 6 and 10, thereby evenlydistributing weight about the axis of revolution of the Wheel 7- andgreatly assisting in maintaining a balanced condition of the entireclutch mechanism to reduce vibration and also to enable the frictiondisks to be pressed one against the other with uniform pressure at allpoints in their circumferences.

The front end of the shaft 8 is reduced in diameter and is journaled ina central opening 16- in the fly-wheel 1 through the medium ofanti-friction ballhcarings l7, the portion of the shaft be- H tween thebearings 17- and front end of the hub of the wheel 7- being threaded forreceiving a lock nut 18 by which the wheel 7--- is held against forwarddisplacement from the tapered portion of the shaft 8.

This shaft 8 extends rearwardly some distance beyond the wheel '4' andhas its rear end enlarged and provided with a spur wheel 19-- and acentral socket -20-- opening from its rear end face for a purposehereinafter described.

'ihe pressure plate 12 is provided with a central rearwardly projectinghub 2lthreaded internally and engaged by an externally threaded sleeve-22- loosely mounted upon the shaft section 8 and having its rear endprovided with an annu lar shoulder 23 normally spaced apart from thefront face of the gear 19 so as to leave ample clearance for axialmovement of the pressure plate 12 along the shaft section S forreleasing the friction between said plate and the several disks 6- and10.

T he sleeve 22- constitutes a removable aart of the hub 21 of thepressure plate 12- and is journaled in,a coaxial hearing collar2-lthrough the medium of anti-friction ball-bearings the latter beinginterposed between inner and outer bearing rings mounted respectively,on the sleeves -22 24 between the annular flange 23 and rear end of thehub 21 and within. the rear end of the collar -2 l-.

The collar 2a is provided with an inwardly projecting transverse websome distance from the ends thereof and adapted to abut against thefront face of the outer bearing ring for the balls 25, the inner face ofsaid web being loosely mounted upon the periphery ofthe hub -2l of thepressure plate -1Q to turn freely thereon and also to permit relativerotation of said pressure plate therein.

The collar 24- is movable axially in a suitable guide opening in thefront wall of the gear case in axially spaced relation to the front faceof the gear l9 and together with the pressure plate 12- is normallyspring pressed forwardly by the springs 1 1-- through the medium of theflange -Q8 and ball-rings between the sleeve -22 and collar 2 las shownin figure 2.

Clutch releasing means.

The collar -24 is slidable axially of and within a hub 26 on the frontend of a gear case hereinafter described and upon the periphery of thishub is mounted for axially sliding movement a cylindrical shifting ring-27 having its rear end provided with an out-turned flange 28 and itsforward end provided with an iii-turned flange 29-, the latter beingextended across the front end face of the collar 2 l for engagementtherewith to shift the collar -2l and pressure plate l2-- rearwardlyagainst the action of the springs -14. for releasing the frictiongripbetween. the friction disks 6- and -10-.

A shifting lever -30- having a central opening is mounted upon theperiphery of the shifting ring 27 and extends laterally or radially inopposite directions thercfrom, the rear edge of the central portion ofsaid lever at diametrically opposite sid of the shifting ring b providedwith forwardly projecting rounded bosses 31- for direct contact withdiametrically opposite sides of the flange 28 whereby the points ofengagement of the lever with the shifting ring will always be indian'ietrical alignment to assure direct axial movement of the shiftingring and various parts operated thereby without liability of binding,all of which contributes to free and noiseless operation of the clutchmechanism and also assists in maintaining the proper balance of thoseparts to avoid vibration when in operation.

The lever 30-- extends some distance beyond opposite sides of the mainbody of the gear case and is fulcrumed at one end, pref rably theright-hand end, looking forwardly to a diametrically slotted screw 'Zillow

fit)

plug -32 which is engaged in an internally threaded bushing -32 in thecorresponding side of said gear case to pro vide adjustment for thelever the other end of said lever being provided with a ball -33 whichis engaged in an apertured crank-arm 3ton the inner end of a laterallyextending shaft 35- to which may be attached a suitable clutch operatingpedal not necessary to herein illustrate or describe except that theshaft -35 is journaled in a laterally extending bearing 36 on the gearcase.

[TCMLMn-iSSOH- gearing.

The gear case as 37 has flange 38- secured to the engine frame in closeproximity to the fly-wheel 1, said gear case being provided with frontand rear end walls -39- and 40 and is also provided with an opening inits top of sufficient size to permit the several gears to be insertedand removed therethrough.

The open top is, however, normally closed by a cover plate 4c0 securedin place by bolts -41 and provided with a central upwardly projectinghollow pedestal ft'2 for receiving a shifting lever 43-.

A spline-shaft et iis revolubly mounted within the gear case 3'7 coaxialwith the driving shaft section -8 for receiving and supporting a pair ofgears 4t5- and --ft6, which are slidable axially thereon, the forwardend of said shaft i4t being journaled in bearings -t7, while the rearend is journaled in bearings 48 in a bushing -49 which is secured in anopening 50 of sufficient size to permit the shaft section 4 1- with thebeaings thereon to be readily inserted and withdrawn axiallytherethrough.

The rear end of the shaft -44- is provided with a tapered portion -51-and a threaded end portion 52-, adapted to be attached to an extensionshaft not shown, leading to the usual differential gearing fortransmitting motion thereto.

A gear ring 53 is secured to the tapered portion 51 of the shaft 4lwithin a cap plate 5 i to mesh with a relatively smaller gear 55 on ashaft 56 which is provided with a coupling member 57 for connection to aspeedometer not shown.

A jack shaft 58- is mounted within the gear case -37- for receiving andsupporting a series of coaxial gears 59, 60, 61 and 62, which are journaled up on the jack shaft through the medium of anti-friction rollerbearings -63-, the front end of the jack shaft being secured in place bya lock nut 64-,

A cap 65 is secured by a bolt 66 to the adjacent enlarged end of thejack shaft 58 to engage the rear end face of the wall i0- and togetherwith the nut --t 4 serve to hold the jack shaft against endwise movementwithin the gear case.

The gear 45is provided with an internal gear 67 movable endwisetherewith into and out of engagement with the adjacent end of the gear--19 for transmitting direct high speed rotarv motion from the shaftsection 8 to the spline shaft 44.

A supplemental gear 68- is journaled within the gear case -37- to meshwith the gear -62 and also in position to be engaged by the gear &6-when the latter is shifted from its neutral position rearwardly forreversing the direction of rotation of the spline shaft t t-, thuscompleting the ability to drive the machine three speed-s forward andone speed reverse.

Gear shift mg means.

A pair of shifting rods -69 and 70- are slidably mounted in suitableways 7lin the cap plate 4;() parallel with and directly above the splineshaft i4 and in spaced relation at opposite sides of the axis of thepedestal -42 for receiving and supporting a pair of gear shifting arms72- which enter annular grooves -73- in the hubs of the gears -45- and46 respectively, whereby the shifting of either rod endwise will effecta similar movement of the corresponding gear.

These rods -69 and -7 O- are also pro vided with lugs 74 projectingradially toward each other into close proximity but having theiradjacent ends slightly separated to allow movement of eitherindependently of the other.

These lugs are preferably furcated to re c-eive the lower end of thelever 43 which is fulcrumed at 75- to a rock-shaft 75' to swingforwardly and rearwardly, said rock-shaft being journaled in suitablebearings in the upper end of the pedestal 4-2 to permit the lever toswing laterally.

A semi-spherical cap 76- is loosely mounted upon the intermediateportion of he lever i3 and bears upon a sleeve '-77 on the upper end ofthe pedestal to move about the axes of the fulcrum -74. and -75 and isyieldingly held in place b a ferrule 78 and spring 79 enclosed withinsaid ferrule, which latter is held against upward displacement by a pinIt will be observed that the distance between the fulcra -75 and 75- andpoint of engagement of the lower end of the lever with the lugs 74 isrelatively long, in this instance, twice the distance between saidpoints of engagement with said lugs and the axis of the spline-shaft44,, the object of which is to permit shifting of the gears 45 and 46-by a relatively slight movement of the upper end of the lever 4l3.

The use of a plurality of relatively small spiral springs as-1luniformly distributed about the axis of the shaft -8 for exertingpressure upon the plate 12 and friction disks of the clutch mechanismnot only enables the various parts of the clutch to be brought intocompact relation axially and permits the gear-case to be brought closerto the clutch mechanism but also establishes a balanced condition ofsaid mechanism and to that extent reduces the liability of vibrationparticularly under high speeds and also assures a more uniform contactof the friction disks one with the other throughout theircircumferences, whereby a less number of the disks may beemployed withincreased efficiency of operation.

Furthermore, by mounting the shifting sleeves -24. and 27, respectively,within and upon the hub 26 of the gear case permits further shorteningof the entire unit including the shaft section 8, all of whichcontribute to the sturdiness and freedom of vibration of those partsresulting in increased efiiciency, durabilit likeness and economy ofmanufacture and enables the entire transmission gearing and clutchmechanism to be easily withdrawn rearwardly by simply removing the boltsconnecting the gear case to the engine frame.

Integrally uniting the gears -59-, 60, 61 and 6.2 permits those parts tobe journaled upon the jack-shaft 58 through the medium of rollerbearings wholly within the ends of the combined gears, thereby assuringanti-friction support throughout the major portion of the length thereofin addition to the reduction of the length of the gear case andliability of vibration of the operating parts under all speeds and alsoreducing the length of the spline shaft 44.-, all of which furthercontributes to the sturdiness and efficiency of the unit as a whole andpermits it to be installed in relatively smaller space than hasheretofore been practicable.

A brake-lever 81- is fulerumed at 82 to one side of the gear case 37 andis adapted to be connected by any suitable means to a brake-band orshoe, not shown.

Operation.

Assuming that the lever 43 is in its neutral position and that theclutch is released under which conditions, the springs 14: will forcethe plate --l2- forwardly to compress the disks -6 and 10 one againstthe other and against the annular flange -11, thereby transmittingrotary motion to the shaft section S through the medium of the clutchwheel 7 during which time, the spline shaft l%will be at rest and thegears 59, 60, 61 and -62- will be rotated by the gear l9 while the shaft-8 will be free to rotate on the anti-friction bearings 2 and -4t7-.

Turning the shaft 35 through the medium of the usual clutch pedal, notshown, will cause its crank arm -S4lto operate the clutch shifting lever-30 about its fulcrum, thereby forcing the clutch plate 12- rearwardlyalong the shaft section 8- through the medium of the sleeves 24.- and-27 against the action of the springs 14 for releasingthe pressure ofthe friction disks one upon the other and permitting the fly-wheel l tobe retated by the engine independently of the shaft 8- which then may bea Nhile the clutch disks are thus re eaz aed, the shifting lever l3 maybe operated to selectively shift the gears 4r-6, l-.;- and -6'T intomesh with their companion gears 6l-, 60 or 19- according to the speedrequired or by another moven'icnt of the lever, the gear -l6 may beshifted into engagement with the gear (58 for reversing the direction ofmotion of the spline shaft 4l and traction wheels driven thereby, itbeing understood that after each selective speed changing shift is made,the clutch is released to allow motion to be transmitted to the splineshaft.

lVhat I claim is:

1. A power transmitting mechanism including a gear case having a hollowhub, relatively rotatable driving and driven elements co-axial with thehub, a clutch wheel secured to the driven element, clutch connectionsbetween the driving element and clutch wheel, a collar slidable axiallyof and within the hub, a pressure plate journaled within the collar tomove axially therewith and spring-pressed axially in one direction tofrictionally engage the clutch connections between the driving elementand clutch wheel, a ring slidable axially of and upon the periphery ofthe hub for engaging the collar and moving said collar and pressureplate axially to release the clutch connections, and means operable atwill for moving the ring axially on the hub.

2. A power transmitting mechanism of the selective sliding gear typeincluding a gear case having guire opening in one end, an axiallymovable collar guided in said opening, a clutch section journaled in thecollar for relative rotary movement, and a shaft extending axiallythrough and supported by said clutch section, and means for shiftingsaid collar and clutch section axially relatively to the shaft, saidmeans including a sleeve slidable axially of and upon the gear case andengaged with said collar.

3. A power trausn'iitting mechanism of the selective sliding gear typeincluding a gear case having a guide opening in one end, an axiallymovable collar guided in said opening, a clutch section journaled in thecollar for relative rotary movement, and a shaft extending axiallythrough and supported by said clutch section, and means for shiftingsaid collar and clutch section axially relatively to the shaft, saidmeans including an internally threaded bushing ro tataloly mounted onthe gear case, a threaded plug engaged by said bushing for axialmovement as the bushing is turned, and a shifting lever fulcrumed onsaid plug.

4-. A power transmitting mechanism of the selective sliding gear type,including a gear-case, a collar slidalole axially in the gear-case, aclutch having one of its memhers journaled in the collar and movableaxially therewith, a ring slidable on the gear case and engaging thecollar for moving the same axially in one direction and a leverencircling the ring and extending radially in opposite directionstherefrom, an adjustahle fulcrum for one end of the lever meansincluding a bushing rotatably mounted on the gear-case for adjustingsaid fulcrum and means at the opposite end of the lever for rocking thesame upon its fulcrum.

In Witness whereof I have hereunto set my hand this 13th day of July,1922.

JULIAN S. BROWN.

